Railway signaling system.



No. 832,084. PATENTEDOGT. 2, 1906.

B. P. SAURMAN.

RAILWAY SIGNALING SYSTEM. -APPLIOATION FILED IiOVJE. 1905.

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No. 882,084. PATENTED OUT. 2, 1906. B; P. SAURMAN.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED NOV. 15, 1905.

"- a SHEETS-$131131 2 PATBNTED OCT. 2, 1906. B. F. SAURMAN. RAILWAY SIGNALING SYSTEM.

A PPLIOATION FILED NOV.15,19Q5.

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PATENTED OCT. 2, 1906.

B. P. SAURMAN.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED NOV.15,1905.

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BENJAMIN F. SAURMAN, OF PHILADELPHIA, PENNSYLVANIA.

RAILWAY SIGNALING SYSTEM.

Specification of Letters Patent.

Patented Oct. 2, 1906.

Application filed November 15,1905. Serial No. 287,392.

To all whom it may concern:

Be it known that I, BENJAMIN F. SAUR- MAN, a citizen of the United States, residing at the city of Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Railway Signaling Systems, of which the following is a specification.

My invention has relation to a railway sig naling system especially such as has been shown and described in Letters Patent No. 790,320, granted to me under date of May 23, 1905 and in such connection it relates more particularly to means controlled by the visual. signal in the cab of the locomotive to automatically shut off the steam and to permit of the actuation of the air-brakes to bring the train to a standstill when the engineer fails to stop the train at a danger-signal displayed outside and inside of the locomotive and to means to automatically record and to-state the time at which such failure of duty on the part of the engineer occurred.

' The principal objects of my invention are, first, to provide the locomotive with an automatic steam and compressed-air controllin mechanism which is controlled by the visua signal actuated by mechanism controlling the wayside signals, to automatically shut ofl t e steam to the steam-cylinders of the engi e, and to relieve the pressure of the air in the air-brakes when the engineer fails to heed the danger-signal displayed by the wayside signal, the visual signal, and the audible signal arranged in the cab of the locomotive; second, to provide the locomotive or other portion of a train with a recording mechanism to record the time at which the engineer failed to manually apply the air-brakes and to shut off the steam at the displayof the danger-signal, and, third, to provide means to permit the engineer to prevent the automatic actuation of the air-brakes and the shutting off of the steam to the steain-cylinders of the engine.

The nature and scope of my invention be more fully understood from the following description, taken in connection with the accompan ng drawings, forming part hereof, in whic i Figure 1, is a diagrammatic view illustrat ing a railroad wayside signal, means for controlling the wayside signal and actuating visual and audible signals, means for autovrnatically cutting off the steam, and means for recording such cutting ofi of the steam,

both controlled by thevisible signal, all arranged in the cab of an engine, embodying main features of my invention. Fig. 2 is a top or plan view illustrating the wayside si nal and the means for actuating a searchw eel controlling the visible and audible signals and by the visual signal controlling a' artly in section,

supply pipe of the engine, avalve arranged in the steam-pipe actuated by the pistons of the cylinders, and solenoids connected with the slide-valve of the steam-cylinderst Fig. 6 is a detail view, enlarged, illustrating in elevation the steam-supply pipe and the pipe for compressed air and the manner of connecting the steam-valve with the air-valve. Fig. 7 is a detail view, enlarged, illustrating in to or lan view a drum, a clock for rotating t e rum, means for shifting the drumlongitudinally, and electricallyactuated means for perforating the paper covering of the drum. Fig. 8 is a cross-sectional view taken on the line a: as of Fig. 7, illustrating a to the drum and an electromagnet for actuating the same; and Fig. 9 is a similar view taken on the line y y of Fig. 7, illustrating a movable bolt carried by a post engaging a s iral groove arranged in an extension of the d fum which serves to shift the drum longitudinally on its shaft.

Referring to the drawings with reference to Figs. land 2 thereof, (1, represents a wayside signal consisting of a post a, to which is movably secured signal-arms a? and (1 which by means of rods a are normally held in a horizontal or operative position. arms a anda, are colored, preferably green and red, and form when occupyin their open one.

erative positions danger-signals. of'these arms is depressed, the caution-signal is formed,- and by depressing both arms the free-track signal isestablished. To the free end of each of the rods 0. is secured an arm a projecting in the path of an arm a, se-

These signal- .9 perforating-hammer held in close proximity.

gaged by an arm of,

- a When the piston-rod 0, 1

cured to a shaft (1 the arm a, of which is ensecured to a piston-rod "s moved toward a cylinder a", the movement is transmitted to the arm a, shaft 0., and arm a i, which in turn. by actuating the arm (IF-raises the rods 0, and depresses the signal-arms connected with the same. Each of the signal-arms a? and a is, however, independently operated, and for this purpose there is provided a cylinder 0 for each in which actuating fluid-for instance, compressed gas stored in a tank ais introduced by a pipe 0., controlled by a valve ca and permitted to escape therefrom by avalve (1 The movement of the piston-rods a), controlling the movement of the signal-arms a and a, is also utilized to control the movement of visual and audible signals as well as of means for automatically cutting off steam to the steam-cylinders and permits of the actuation of air-brakes and of of each other for the purpose toibe presently more fully described Each blockhas a range of sliding movement'in a vertical plane within a bracket 0, secured to the ties d, and is held therein in an elevated or-operative position by a springc The standard 0 is provided with a sheaf-wheel 0 over which the chain or cable b passes, as shown in Fig. 1.

The arched head 7) of each of the blocks 1) is located in the path of the flange e of a Wheel e, hereinafter called the search-wheel, and Which wheel by means of a yoke e is secured in a manner notshown' to any suitable part ofthe engine of a train passing over the rails d and is adapted to travel in close proximity to a rail d, as shown in Fig.1. The yoke e is loosely mounted in the forked end a of a rod 6, preferably terminating in the cab of an engine, which rod is provided at its free end with a pawl e held in engagement with the teeth f of a gear-wheel fof a visual signal, to be presently more fully described. As shown in Figs. 3 and 4, the gear-wheel f meshes with a gear-wheel loosely mounted on a shaft f and is hel in frictional engagement therewith by means of a spring f by forcing a disk f fixed to the shaft f into a complement'al depression f, arranged in the gearwheel f? and in such manner as to couple the gear-wheelf to the shaft f. The shaft f 8 of the gear-wheel f and shaft f of the gear- Wheel f? are supported by a standard which may be secured to any suitable part of the engine, but preferably adjacent to 'awindow in the cab, which commands a plain view of the track and the wayside signals 0. and a erably circular panes of glass g, 9 and g, of which the pane g consists .of clear white or frosted glass, the pane g of green glass, and the pane g of. red glass corresponding in color to the red-colored arm a of the wayside signal a. These three panes of glass gf, g?, and

To the shaft'f of the gear-wheel f? is arranged a disk g, in which are inserted prefg form the visual signal, which is inclosed in a housing h, preferably arranged adjacentto a window in the engine-cab facing the track.

An opening it", arranged in the housing h, permits of the exposure of two of the panes. However, in the normal positionof the visual signal, which is controlled by a projection g of the disk g, abutting against a threaded. bolt h of the housing 71, the white pane g is only visible therein, indicating a clear track. Preferably behind the housing hand opposite its opening it is arranged a light (not shown) of sufficient power to conspicuously opening h and to make the same an object which cannot fail to be observed at all times. When the engine of the train is passing over the firstof the blocks 1), which occupies an elevated position when the green-colored wayside-signal arm a occupies its operative horizontal position, the search-Wheel e, conlight up the visual signals exposed in the 4 tacting therewith with its flange e, will be.

elevated in the yoke 6 The movement of the search-wheel e is transmitted to the gear-,

wheels fand which latter by turning the shaft f? rotates the disk 9 and moves the green pane g opposite the opening h in the housing h, in which now the white pane gand the green pane g are exposed, both of'whi'ch form the caution-signal. The train proceeding on its way, the search-wheel e by reaching the second of the blocks b, controlled by the mechanism operating the red-colored upper arm a of the wayside signal, willagain be actuated, which movement of the search- Wheel transmitted to the disk It will swing the white-colored pane of glass 9 beyond the opening it in the housing It and bring the redcolored pane of glass 9 into the position previously occupied by the green-colored glass 9 Red and green will now be exposed in the opening h, which two colors form the danger-signal. At the display of the caution-signal by the visual signal an audible signal is sounded and the steam conducted to the steam-cylinders of the engine is partially cut 03, as well as the pressure of the air in the air-brakes is partially relieved, permitting a slight application of the brakes and the running of the train under half-steam pressure, while at the display of the danger-signal ITO by the visual signal the steam is completely cut off and the brakes fully applied. At the same time a record is made not alone of-every caution-signal displayed by the visual signal,

same.

. ment with the contact-spring '1', and out of pipe Z is provided with a cut-off or throttlechests k and inlet-ports k i the solenoid 11 has been energized by the in the manner hereinbefore described, a rod disk g, shaft f housing h, and standard f shifted to display the danger-signal, the conconsists of two cylinders k and is, which by ton-rod 7c of the cylinder is. The pistons 7c their nbrmal inoperative position by the but also of each dangersignal shown by the The disk 9 controls the cutting off of the steam, the application of the air-brakes, and the recording of the signals by the following pre erred mechanism:

As s bwn in Figs. 1, 8, and 4, .to the housing it of the visual signal and properly insulated therefrom are secured wires 1 and 2, connected to'contact-springs "i and t, held in the path of a contact-strip 9 secured to the disk" 9', While a wire 3" is preferably 'directly secured to the standard f The wires 1 and 3, in conjunction with wires 4, 5, 6, and 7, serve to close a circuit of a battery 10 through a solenoid 11, forming a part of an 1 automatic steam and com ressed-air con trolling mechanism, an e ectromagnet 13 forming a part of a recording mechanism and an alarm-bell 15 forming an audible signal, in, which instance the contactstrip g has been brought into contact with the contactspring 71, and the circuit is completed by the If the disk g .of the visual signal has been tact-strip g has been brought into engageengagement with the contact-spring i. In this instance the circuit'of the battery 10 by means of the wires 2, 9, 8, 6, 7, and 3 has been closed through the solenoid 12 of the automatic steam and compressed-air controlling mechanism, the electromagnets 14 of the recording mechanism, and the alarm-bell 15 of the audible signal, each of which will be presently more fully described. As shown' in Figs. 1 and 5, the automatic'steam and cornpressed-air controlling mechanism preferably ,means of pipes 16 and Ze are connected with a steam-pipe Z, supplying the cylinders of the locomotive (not shown) with steam. The.

valve Z, arranged in the same in advance of the usual throttle-valve, (not shown,) which is manually actuated by the engineer and serves to regulate and to cut off the supply of steam to the steam-cylinders of the locomotive. (Not shown.) The valve Z is provided witha lever Z which by means of a link Z is connected with the piston-rod k of the cylinder Zc and by alink Z with the pisand k of thecylinders Zr and 7c are held in steam entering the same through the steam- In this position the lever Z of the valve Z is held in such a position as to permit of the free passage of steam through the pipe Z. When, however,

closing of the circuit by the contact-spring 11' k connected with the slide-valve k arranged in the steam-chest k of the cylinder 7c, is actuated by the core of the solenoid 11, drawn into the same. By this movement of the rod k the slide-valve k is shifted from right to left in Fig. 5, thus closing the steaminlet port 76 and at the same time uncovering the steam-inlet port k, as well as connecting the exhaust-port k? with the port is. The steam in front of the piston 7c is thus permitted to escape to the open air, and live steam by entering the cylinder is through the portZc drives the same from right to left'in means of an extension m is directly coupled to the valve m, arranged in apipe m, through which compressed air is forced from a pump of the engine (not shown) to the different airbrake cylinders arranged below the floor of the cars. (Not shown.) By the actuation of thevalve m the air-pressure in the pipe m is lowered, which lowering of the pressure permits the actuation of the air-brakes to an extent sufficient to retard the speed of travel of the train. Thus the valve Z for the steam and air-valve m for the compressed air operate in perfect unison. When the solenoid 12 is energized by the closing of the circuit of the battery 10 by the contact-spring i, the rod 1c shifts the slide-valve is over the inletort 7c of the cylinder 7c and uncovers the inct ort k and connects the exhaust-port k" wit the port 7c of this cylinder. The piston k is now permitted to complete its move- -ment from right to left in Fig. 5, by which movement the piston-rod k and link Z shift the lever Z from the position parallel to the pipe Z into a position similar, but oppositely arranged to the position shown in'Fig. 5. In this position the lever Z has been moved forward without actuating the piston is by sliding idly in the slot Z arranged in the link Z connected with the piston-rod 7c of the piston 7c. By the further actuation of the valves Z and m the steam is completely out off and revented from entering the cylinders of the ocomotive, (not shown,) and by the exit of the compressed air from the pipe m the airbrakes are instantly and fully applied, Which brings the train to a speedy standstill. Y

In order to start the train, it is only necessary to manually return the slide-valves 7c and k to their normal position. (Shown in Fig. 5.) This is accomplished by the following referred mechanism: Each of the rods 70 of the slide-valves k and 7c are provided with a head k, which are engaged, respecproper speed.

tively, by a bell-crank-lever 7c" and a handlever is", connected with each other by a link It and arm k. The hand-lever 76 and bellcrank lever are pivotally secured in the point 7r to any suitable fixed portion of the locomotive (not shown) and are-actuated by the forward. movement of the slide-valve k. \Vhen the hand-lever It" is moved to the normal position, (shown in Fig. 5,) its movement is transmitted to the'bell-crank lever 76 and botlrslide-valves It? and kl" are thus shifted back to their normal position, uncovering in their movement the inlet-ports 7c and permitting the steam by entering the cylinders 74' and k through the ports k to shift the pis tons k and It" to their normal inoperative position. By this movement the lever Z is 'ac tuated and opens the valves Z and 'm, and

steam isagain permitted to enter the cylinders of the locomotive, and the aircylinders of the coaches are recharged with compressed air. However, the steam is only completely cut off and the air-brakes fully applied when the engineer fails to do his duty. At allother times the same is enabled to prevent such actuation, as will be presently more fully described. In order to record such failure of duty on the part of the engineer and to state the exact time of the occurrence of the same, the following preferred mechanism is em ployed: In any suitable part of the cab of the locomotive (not shown) or outside thereof and inaccessible to the engineer or other unauthorized persons is arranged a drum 0, covered with a layer of yielding material, preferably felt 0, which serves asa support for a sheet of paper 0 folded over the layer of felt and removably securedthereto. As shown in Fig. 7, the paper 0 by means of a spiral line 0 is divided in the present instance into twelve sections representing twelve hours,- and the hours by longituidnal lines 0 are subdivided into sections, each representing, for instance, five minutes. The drum 0 is supported by a shaft 1), carried by standards p, secured to a bed-plate p and is held in a slidable position on the same by a key 19 engaging a keyway arranged in the drum. The shaft 1) is. directly connected to the shaft ref the hour-pointer of a common alarm-clock 1" and .is thus rotated by the same with the At one side of the drum 0 are arranged in close proximity to each other two perforators or hammers s and s, which are actuated by the electromagnets 13 and 14, when the disk 9, carrying the visual signals, is actuated, closing electriccircuits in the manner described, first through the electromagnet 13 and then through the electromagnet 14. The perforator s is thus actuated by the electromagnet 13 at each time the caution-signal is displayed by the wayside signal a, as well as by the visual signal,

and the perforator s by the electromagnet- 14 when the dangersignal is shown by the same. By the energization of these magnets 18 and 14 their respective perforators are forced against the drum 0 and perforate the paper 0 with their pointed ends 8 thus recording each. actuation of the visual signal. In order to also record the time of the actuation of the visual signal, the drum 0 is not alone rotated, but also shifted longitudinal 0n the shaft 1) by the following preferred.

mechanismzThe drum 0 is provided with a tubular GXtGIlSlOILO, provided with a spiral groove oflconformmg 111])1t0ht0 the spiral line 0 whichis engaged by a bolt 0 carried by a standardn When the drum 0 is rotated by the shaft p and clock 1", the same by means of the spiral groove 0 and bolt 0 is shifted from right to left in Fig. 7 with a speed proportionally to the speed of rotation thereof, thus holding the perforators s and s in a space formed by the spiral line 0 and always presenting an unperforated portion of the paper 0 to the same. After the drum 0 has reached the end of its travel on the shaft 2) the same can be readily shifted to its normal position by withdrawing the bolt 0 from the spiral groove 0*. A spring 0", secured to the bolt 0 tends to hold the same in engagement with the groove 0. peringwith the recording mechanism, the same is preferably inclosed in a casing (not shown) which can be opened only by the proper person, who in this instance also attends to the shifting of the drum 0 to its normal position to the winding of the clock w by means of the winder 1' and to the removal and replacing of the sheet of paper 0 At the same time the automatic steam and compressed-air controlling 'meehanism, as Well as the recording mechanism, is actuated by the visual signal. The alarm-bell 15 is also sounded as the same is interposed in each of the circuits of the battery 10, closed by the contact-s rings i and i of the diskg. Thus an audib e signal is sounded at each display of the caution and danger signals. In the circuits so ,formed may be interposed any number of alarm-bells, one of which, for in- In order to prevent any tam-.

IIC

stance, may be placed near the firemansstandjinthe engine and another one in a coach of a train generally occupied by the conductor. I

In order to enable the engineer to manually bring the train to a standstill at the display of the danger-signal by the wayside signals,

and thus to indicate that the same attended to its duties, the disk 9 of the visual signal after havin displayed the caution-signal can automatically be returned to its normal position in the following shaft f by moving the same toward the housing h is disengaged from the depression f G in the gear-wheelf thus permitting the referred manner: As

shown in Fig. 4, the riction-disk of the.

spring ff to return the disk 9 to its normal position. The spring f which is connected with one end to the friction-diskf and with its other end to the standard f is wound up when the disk g is rotated. By the abovedescribed mechanism and arrangement of parts an absolute safeguard is formed, which permits only a slight advance of a train beyond the danger-signal in case the engineer does not attend to his duties either through incapacity or neglect. At the same time this failure on the part of the engineer and the time of its occurrence are recorded by the perforator s of the recording mechanism, ,which is only actuated when the engineer does not heed the danger-signal displayed by the wayside signal a and permits the train to proceed to this signal, which causes an actuation of the visual signal in the train, and consequently an automatic stopping of the same and a recording of this fact. At the same time the erforator's, which has previously and short y before recorded the display of the caution-signal, is in this instance a positive proof of the proper working of the visual signal, as the perforation made in the papero of the recording-drum 0 by the perforator s will appear a slight distance in advance of the perforationmade by the perforator s.

In order to facilitate the return of the disk g, as well asof the slide-valves 7c and it, to their normal position, the lever 76" is preferably placed in close proximity to the rojecting end of the shaft f of the visual signal, thus permitting the actuation of both with one hand.

Having thus described the nature and objects of my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a railway signaling system, means adapted to actuate wayside signals, a visual signal carried by the train adapted to be operated by the wayside-signal-actuating means, and means carried by the train and controlled by the actuation of said visual signal adapted first to retard and then to stop the train.

2. In a railway signaling system, means adapted to actuate wayside signals, a visual and audible signal carried by the train adapted to be operated by the wayside-signal-actua'ting means, means carried by the train and controlled by the actuation of said visual signal adapted first to retard and then to stop the train, and means controlled by said visual signal adapted to record such retarding and stopping of the train.

3. In a railway signaling system, means adapted to actuate wayside signals, a visual and audible signal carried by the train adapted to be operated by the wayside-signal-actuating means, means carried b the train and controlled by the actuation 0 said visual signal adapted first to retard and then to stop the train, and to state the time of its occurrence.

4. In a railway signaling system, a visual and audible signal, an automatic train retarding and stopping mechanism and a recording mechanism of such retarding and stopping of thetrain, carried by the train, and means arranged adjacent to a rail adapted to actuate said visual signal and by the same, said train retarding and stopping mechanism and said recording mechanism.

5. In a railway signaling system, a visual and audible signal, an automatic train retarding and stopping mechanism and a recording mechanism of such retarding and stopping of the train carried by the train, and means arranged adiacent to a rail adapted to actuate said visua signal and by the same said train retarding and stopping mechanism and said recording mechanism, and by the latter to state the time at which such retarding and stopping of the train occurred.

6. In a railway signaling system, an obstruction arranged adjacent to the rail,

means adapted to normally hold said obstruction in a raised or operative position, a

visual signal, an automatic train retarding and stopping mechanism, and a recording mechanism of such retarding and stopping operatively connected with each other carried by the train, and said visual signal arranged to be 0 erated by said obstruction and to control t ie actuation of said retarding and stopping mechanism and said recording mechanism when occupying a certainposition.

7. In a railway signaling system, a block arranged adjacent to the rail, a wheel ar ranged in the path of said block, a disk operatively connected with said wheel having varied colored signals, an automatic trainretarding and stopping mechanism and a recording mechanism of the retarding and stopping operatively connected with each other and with said disk and arran ed to be actuated by the same when the isk occupies a certain position imparted to the same by said block and wheel.

IIO

8. In a railway signaling system, blocks arranged adjacent to the rail, a wheel arranged in the path of said blocks, a disk carrying signals operatively connected with said wheel, an automatic trainretarding and stoping mechanism, a recording mechanism of the retarding and stopping, and an audible signal 0 eratively connected with each other and wit said disk and arranged to be succes sively and simultaneously actuated by the same when said disk occupies certain positions imparted to the same by said blocks and said wheel.

9. In a railway signaling system, an ob- 4 operatively connected with said piston and adapted to be partially actuated by the same and said piston when actuated, arranged to permit of the complete actuation of said valve. v

10. In a railway signaling system, an obstruction arranged adjacent to the rail, a disk having signals, an automatic train retarding and stopping mechanism controlled by said disk having cylinders, pistons arranged in said cylinders, a steam-supply pipe having a thr0ttle-valve, said pipe adapted to conduct steam into said cylinders to hold said pistons in a normal inoperative position therein, means adapted to connect said throttle-valve with said pistons, valves connected withsaid cylinders controlled by said disk and adapted when actuated to permit of the shifting of said pistons by the steam and by the same of the actuation of said throttle-valve.

1 1. In a railway signaling system, obstructions arranged adjacent to the rail, a .disk having signals adapted to be actuated by ing and stopping mechanism having cylinders, pistons arranged therein and valves connected with the same, a steam supplypipe adapted to conduct steam into said cylinders to actuate said pistons, and a valve arranged in said supply-pipe operatively connected with said pistons, and means for each of said cylindervalves and arranged when said-disk occupies certain positions to successively actuate said cylinder-valves to permit of first the partial and then of the complete actuation of said steam-valve by said pistons.

12. In a railway signaling system, obstructions arranged adjacent to the rail, a disk having signals adapted to be actuated by said ohstructions, an automatic train retarding and stopping mechanism consisting of cylinders having pistons and slide-valves, a steam-supply pipe adapted to conduct steam into said cylinders, said pipe having a valve, means adapted to connect the valve of said steamsupply pipe with each of said pistons, and actuating means for each of said slide-valves adapted to permit of the successive actuation of-said pistons and by the same, of a partial and then of a complete closing of the valve of said steam-pipe.

13. In a railway signaling system, an obstruction arranged adjacent to the rail, a disk having signals, an automatic train retarding and stopping mechanism having a cylinder, a piston arranged therein, means adapted to conduct a motive fluid into said'cylinder to actuate said piston and steam and compressedair-controlling means operatively connected with said piston and arranged to be partially closed by said piston and to be completely closed independent thereof.

' 14.. In a railway signaling system, obstructions arranged adjacent to the rail, 'a disk having signals actuated by said obstructions,

said obstructions, an automatic train retard .mechanism having cylinders, pistons arranged therein, means having a throttlevalve adapted to conduct steam-into said cylinders to actuate said piston and by the same said throttle-valve, a relief-valve for compressed air actuated by said throttlevalve, and means controlled by said disk adapted to permit of the successive entrance of steam into said cylinders to successively actuate said pistons.

16. In a railway signaling system, obstructions arranged adjacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons arranged therein, a pipe having a throttle-valve adapted to conduct steam into said cylinders to actuate said pistons and by the same said throttle-valve, a relief-valve for compressed air actuated by said. throttle-valve and valves controlled by said disk and adapted to permit of the successive entrance of steam into said cylinders to successively actuate said pistons.

17. In a railway signaling system, obstructions arranged adjacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons arranged therein, a pipe having a throttle-valve adapted to conduct steam into said cylinders to actuate said pistons and by the same said throttle-valve, a relief-valve for compressed air actuated by said throttle-valve, valves adapted to permit of the entrance of steam into said cylinders to actuate said pistons, and means controlled by said disk adapted to actuate said steam-entrance valves to permit of the successive entrance of steam into said cylinders.

18. In a railway signaling system, obstructions arranged'ad'jacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons arranged therein, a pipe having a throttle-valve. adapted to conductsteam into said cylinders to actuate said pistons and by the same said throttle-valve, a relief-valve for compressed air actuated by said throttle-valve, valves adapted to permit of the entrance of steam "into said cylinders to actuate said pistons, means controlled by said disk adapted to automatically actuate said steam-entrance having signals actuated by said obstructions,

an automatic train retarding and stopping mechanism having cylinders, pistons arranged therein, a pipe having a throttle-valve adapted to conduct steam into said cylinders to actuate said pistons and by the same said throttle-valve, a relief-valve for compressed air actuated by said throttle-valve, valves adapted to permit of the entrance of steam into said cylinders to actuate said pistons,

and solenoids controlled by said disk and connected with said steam-entrance valves adapted when energized to actuate the same.

20. In a railway signaling system, obstrucranged therein, a pipe having a throttle-valve adapted to conduct steam into .said cylinders to actuate said pistons and by the same said throttlevalve, a relief-valve for compressed air actuated by said throttle-valve, valves adapted to permit of the entrance of steam into said cylinders to actuate said pistons, and solenoids controlled by said disk and connected with said steam-entrance valves adapted when energized to actuate the same, and means adapted to permit of manual actuation of said entrance-valves.

21. In a railway signaling system, an obstruction arranged adjacent to the rail, a disk havingsignals, an automatic train retarding and stopping mechanism having a cylinder, a piston arranged therein, means adapted to conduct a motive fluid into said cylinder to actuate said piston, steam and compressed air controlling means operatively connected with said piston, and a recording mechanism having means adapted to record the actuation ofs aid piston.

22. In a railway signaling system, an ob struction arranged adj acent'to the rail, a disk having signals, an automatic train retarding and stopping mechanism having a cylinder, a piston arranged therein, means adapted to conduct a motive fluid into said cylinder to actuate said piston, steam and compressed air controlling means operatively connected with said piston, and a recording mechanism having means adapted to record the actuation of said piston and to state the time of such actuation.

23. In a railway signaling system, obstructions arranged adjacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons ar ranged therein, means adapted to conduct a motive fluid into said cylinders to actuate said .pistons, steam and compressed-air controlling means operatively connected with said pistons and a recording mechanism having a drum adapted to record the actuation of said signal-disk and said pistons.

24. In a railway signaling system, obstruc= 'tions arranged adjacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons arranged therein, means adapted to conduct a motive fluid into said cylinders to actuate said pistons, steam and compressed-air controlling means operatively connected with said pistons, a recording mechanism having a drum adapted to record the actuation-of said signal-disk and said pistons, and means adapted to actuate said drum.

25. In a railway signaling system, obstructions arranged adjacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons arranged therein, means adapted to conduct a motive fluid into said cylinders to actuate said pistons, steam and compre'ssedair controlling means operatively connected with said pistons, a recording mechanism having a drum, means adapted to actuate said drum and means controlled by said disk adapted to form an impression in said drum at each actuation of said disk and pistons.

26. In a railway signaling system, obstructions arranged adjacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons arranged therein, means adapted to conduct a motive fluid into said cylinders to actuate said pistons, steam and compressed-air con trolling means operativcly connected with said pistons, a recording mechanism having a drum, a cover surrounding said drum having divisions each representing certain fractions of time, means adapted to rotate and to shift said drum, and means controlled by said disk adapted to form an impression in said cover at each actuation of said disk and pistons.

27. In a railway signaling system, obstructions arranged adjacent to therail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons ar ranged therein, means adapted to conduct a motive fluid intosaid cylinders to actuate said pistons, steam and compressed-air controlling means opcratively connected with said pistons, a recording mechanism having a drum, means adapted to rotate and to shift said drum with a predetermined speed, a cover surrounding said drum having divi sions each representing a certain traction of time, and perforators controlled by said disk and adapted to form an impression in said cover at each actuation of said disk and pistons.

ICC

28. In a railway signaling system, obstruc' tions arranged adjacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons arranged therein, a steamfsupply pipe having a throttle-valve adapted to conduct steam into said cylinders to actuate saidthrottle-valve a reliel valve for compressed air actuated by said throttle-valve, slide-valves connected with said cylinders adapted tocontrol the entrance of steam into the same, solenoids controlled by said disk adapted to-actuate said slide-valves, a rotating and sliding drum having divisions represei'iting fractions of time and pcrforators controlled by said disk and adapted to record the actuation of each of said pistons.

25). In a railway signaling system, obstructions arranged adjacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons ar ranged therein, a steam-supply pipe having a throttle-valve adapted to conduct steam into said cylinders to actuate said throttle-valve, a relief-valve for compressed air actuated by said throttle-valve, slide-valves connected with said cylinders adapted to control the entrance of steam into -the same, solenoids controlled by said disk adapted to actuate said slide-valves, a rotating and sliding drum having divisions representing fractions of time and perforators controlled by said disk and adapted to record the actuationof each of said pistons, and means adapted to permit of the manual return'of said slide-valves and disk to their normal positions.

30. In a railway signaling system, obstructions arranged adjacent to the rail, a disk having signals actuated by said obstructions, an automatic train retarding and stopping mechanism having cylinders, pistons arranged thereln, a steam-supply pipe having a throttle-valve adapted to conduct steam into said cylinders to actuate said throttle-valve, a relief-valve for compressed air'actuated by said throttle-valve, slide-valves connected with said cylinders adapted to control the entrance of steam into the same, solenoidscon trolled by said disk adapted to actuate said slide valves, a rotating and sliding drum having divisionsrepresenting fractions of time and perforators controlled by said disk and adapted to record the actuation of each of said pistons,v and an alarm-bell forming'an audible signal, adapted to be actutated by said disk.

31. In a railway signaling system, an automatic train retarding and stopping mechanism comprising a cylinder having a piston, a steam-supply pipe having a throttle-valve operatively connected with said piston, said pipe adapted'to supply steam to said cylinder to actuate said piston and by the same said throttle-valve to partially cut off the steam through said pipe, a valve connected with said cylinder having a rod, and automatic and manually-actuated means adapted to actuate said rod and by the same said cylinder-valve to control the entrance of steam into said cylinder.

32. In a railway signaling system, an automa tic train retarding and stopping mechanism comprising a cylinder having a piston, a steam-supply pipe having a throttle-valve opcratively connected with said piston, said pipe adapted to supply steam to said cylinder to actuate said piston and by the same said throttle-valve to partially cut oil' the steam through said pipe, a pipe for compressed air having a valve operatively connected with said throttle-valve and adapted when. actuated by the same to reduce the pressure of air in said air-pipe.

'33. In a railway signaling system, an automatic train retarding and stopping mechanism comprising cylinders, each having a piston, a steam-supply pipe in constant communication with said cylinders adapted to conduct steam into each of said cylinders, a throttle-valve arranged in said steam-supply pipe operatively connected with said pistons and successively actuated by the same to first partially and then completely stop the passage of steam therethrough, a pipe for compressed air having a valve actuated by said throttle-valve and adapted to first partially and then completely reduce the pressure of air in said air-pipe, a slide-valve arranged in each of said cylinders having a rod,a solenoid connected With each of said rods and adapted when energized to move its, respective slidevalve in one direction to change the entrance of steam into its respective cylinder and. means engaging said rods adapted to permit of the manual return of said valves to their normal position in said cylinders.

34. In a railway signaling system, a visual signal, a recording mechanism adapted to record varying positions of said visual signal comprising a drum, means adapted to rotate and to shift said drum with a predetermined speed, and means adapted to be brought into engagement with said drum when said disk assumes certain fixed positions.

35. .In a railway signaling system, a recording mechanism comprising a drum having an extension, a spiral groove arranged in said extension, a shaft adapted to loosely support and rotate said drum, means engaging said spiral groove adapted in conjunction with the same to shift said drum on said shaft when rotated by the same, and perfor-ators adapted when actuated to successively engage said drum and make an impression on v the same.

36. In a railway signaling system, a recording mechanism comprising a drum, 2. coverremovably surrounding the same, a tubular extension projecting from said drum having a spiral groove, a shaft adapted to loosely support and to rotate said drum, a

bolt engaging said spiral groove adapted in conjunction with the same to shift said drum longitudinally on said shaft when rotated by the samefperforators adapted when actuated to successively engage said drum and to perforate said cover, and means adapted to actuate said perforators.

37. In a railway signaling system, a recording mechanism, com rising a drum, a cover removably surroun ing the same having divisions representing certain fractions of time, a tubular extension projecting from said drum having a spiral groove, a shaft adapted to loosely support and to rotate said drum, means adapted to rotate said shaft and by the same said drum with a predetermined speed, a bolt engaging said spiral groove adapted in conjunction with the same to shift said drum longitudinally on said shaft with a predetermined speed when rotated by the same, perforators arranged adjacent to said drum adapted to perforate said cover and by said perforations and cover to state the time of the actuation of said perforators, and means adapted to actuate said perforators.

38. In a railway signaling system, a recording mechanism com rising a drum, yielding material surroun ing said drum, a cover removably connected with said yielding material having a spiral line dividing said cover into sections re resenting hours and longitudinal parallel ines subdividing the spiral line representing in conjunction therewith fractions of hours, a tubular extension projecting from said drum having a spiral groove, a shaft adapted to loosely support said drum, a bolt removably'en aging said spiral groove of said extension, a c ock adapted to rotate said shaft and by the same said drum and by said bolt and groove to simultaneously shift said drum longitudinally on said shaft with a predetermined s eed, perforators arranged side by side an adjacent to said drum adapted to perforate said cover and by said divisions on said cover to state the time of the actuation of said perforators, and means adapted to actuate said perforators. f

In testimony whereof I have hereunto set my signature in thepresence of two subscribing Witnesses.

BENJAMIN. F. SAURMAN.

Witnesses:

J. WALTER DOUGLASS, THOMAS M. SMITH. 

